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Campbelltown City Council Road Network Asset Management … · 2016-06-24 · Governments have a...
Transcript of Campbelltown City Council Road Network Asset Management … · 2016-06-24 · Governments have a...
Campbelltown City CouncilRoad Network Asset Management Plan 2016-2026
Disclaimer
This document was first published on 15 June 2015. The information contained in this document is to be considered general in nature and Council reserves the right to make changes accordingly. Any document
that contains financial information is to be considered an estimate based upon information available at the time of publication. Council takes no responsibility for actions taken by third parties based on
information contained in this document.
This document is to be considered by Council at an Extraordinary Meeting to be held on 28 June 2016.
Version 4
Contents
1
Introduction 2
Levels of service 3
Demand forecast and management 5
Currents status of assets 11
Operations and maintenance 15
Bringing old assets back to life… asset renewals 18
New works (Capital) 19
Asset disposals 22
10 year financial forecasts 23
(Asphalt Resheeting at Stranraer Drive, St Andrews)
Introduction
2
The 10 year Roads Network Asset Management Plan meets the requirements of Integrated Planning and Reporting with respect to being a component of the Resourcing Strategy.
The plan provides details about Council’s approach to the management of the road network, in line with appropriate standards, and contributing to the achievement of the objectives in the Community Strategic Plan. The plan has been written in line with the International Infrastructure Management Manual (International Edition 2011) and addresses the areas of levels of service, demand forecasts, currents status of assets operations and maintenance, renewals, new works (capital), and disposals, and also includes reference to the 10 year financial forecasts for the management of the assets as contained in the Long Term Financial Plan. This plan is one of four covering each of the asset classes
road network (including bridges)
buildings and facilities
public spaces (sports grounds, parks, playgrounds and the equipment and furniture that is located within these spaces)
stormwater and drainage
The level of service expected by the community is the first factor that influences the approach to asset management. The community engagement that was undertaken and the resulting objectives and strategies contained in the Campbelltown Community Strategic Plan provide an overview of the levels of service that the community want from Council.
The general feeling from the community is that they are satisfied with the level of service that they receive from Council1, however, with respect to asset management; they would like Council to continue to focus on areas such as road maintenance, availability of parking and traffic management.
Council continues to work on defining and documenting the levels of service for each of its asset classes. Indicative service levels for each asset class have been suggested in each plan, however these will be finalised as part of the improvements to Council’s overall asset management approach.
All Council assets are considered critical to the delivery of services to the community.
1 Campbelltown City Council 2015 Telephone Survey
Level of Services
3
Road network
Roads, bridges and associated structures are of vital importance to the ever expanding community and industrial landscape within and around Campbelltown. The road network allows the community to move in, out and around the City. Council supports this transport network to enable economic activity, tourism links and social connectivity to meet community needs. In doing this Council contributes to the Campbelltown Community Strategic Plan, Objective 3 - An accessible City. More specifically, to the Strategy 3.1 - The development and implementation of infrastructure plans to support efficient movement around the City. The Asset Management Strategy contains a comprehensive list of road assets in the Campbelltown Local Government Area, including:
Road and car park surfaces
Kerb and gutters
Footpaths and cycleways
Bridges and culverts
Road Furniture
Road Structures
As indicated earlier, the Local Government Area has an extensive network of roads and associated assets. While Council maintains a large component of the road network, both the State and Federal Governments have a role to play in the management of roads within the Local Government Area. Work has commenced on the development of performance measures and service levels for the provision of roads and related structures - see Table 1.
The measures will continue to be refined over the coming 12 months, along with a process for monitoring and reporting against them.
Level of Services
4
Table 1 Performance measures and levels of service for Council’s road network and associated structures
Key Performance Measure
Level of Service Performance Measure Process Performance Target 2014-2015 Performance
Quality
Well maintained and suitable road network and footpaths
Sealed road network condition No asset in condition 5 by 2019-2020
0.31% road surfacing is in condition 5 0.01% road pavement is in condition 5
Footpath network condition No asset in condition 5 by 2019-2020 2.22% in condition 5
Kerb and gutter asset conditions No asset in condition 5 by 2019-2020 0.34% in condition 5
Bridges and culverts conditions No asset in condition 5 by 2019-2020 0% in condition 5
Road network condition Pavement Condition Index (PCI) from ≥6.75 for 100% of network
86% roads have PCI of ≥6.75
Provide smooth ride Roughness testing as per Naasra Index (NI)
Average network roughness count <85 counts/km
Average network roughness 91 counts/km
Safety Ensure that road network is safe Reported fatal crashes 0 per year 2 fatal crashes
Provide a footpath network that is suitable for the demographics and managed on risk priority
Claims on customer service request <5 per year 7 claims
Accessibility Provide all weather access at all times Occurrences and times of roads being inaccessible
No road should be inaccessible at any time
2 roads (Cambridge Avenue & Wedderburn) was closed due to flooding
Road renewal Implement renewal program at optimum time to upgrade/maintain the road network at satisfactory condition
Treatment selection by utilising optimise decision making model and considering benefit/cost ratio
100% treatments selected by optimise decision making model, Benefits > costs for 100% of projects
90% 89%
Note: Condition ratings referred to in the table above are as follows, 0 = Newly Constructed – no work required, 1 = Excellent - no work required, 2 = Good condition - normal maintenance only,3 = Fair (average condition) - some work required, 4 = Poor condition - renewal required within one year, 5 = Very poor (critical condition) - urgent renewal required
Demand forecast and management
5
There are various factors that will affect the demand for the services and associated assets that Council provides, now and in future years. While some factors will affect all services and assets, such as population growth, others will only affect particular services and assets such as growth in car ownership. The changing population and demographics, both within Campbelltown and surrounding Local Government Areas will have a significant impact on transport corridors and infrastructure needs within the Campbelltown Local Government Area. Council completes modelling of the impacts of population growth across the Local Government Area. It is expected that the population of Campbelltown will increase from 158,000 in 2015 to at least 300,000 by 2036. Growth will largely be urban renewal, medium density and smaller scale master-planned estates. The Campbelltown LGA has been announced as a growth corridor through the Glenfield to Macarthur Priority Urban Corridor Strategy. This strategy has the potential to add more than 33,000 new dwellings to the Campbelltown LGA thereby accommodating an estimated 90,000 additional people. It is anticipated that there will be extra pressure on already stressed roads from development within the Local Government Area, and in addition, residents from areas such as the South West Growth Centre (including Oran Park) and in the north and south of Campbelltown will come to use the services provided at Campbelltown, for example the hospitals and railway stations. These increases in demand will place pressure on the road networks and will be discussed in further detail in the following pages.
Demand forecast and management
6
Road network
The expected growth in and around the Local Government Area has implications for Council in its continued provision of services and assets to meet the needs of both existing and new populations. The more specific factors affecting demand for roads can be found in the table below.
Table 2 Factors specifically affecting demand and expected impacts on road assets
Demand Factor Present Position Projection Impact on Services/Assets
Residential impacts Number of dwellings as at 2015 was 54,247 Increase over the next 10 years to 66,348 in 2025
The road system has a number of existing or potential stress points that are likely to require remedial works in order to accommodate the growth in traffic that will accompany development
Public transport
Council reviews existing transport needs for new developments in conjunction with the State government and surrounding Local Government Areas
With a higher population and more congested roads, demand for public transport is likely to be higher
Increase in the provision of bus lanes and bus shelters and commuter car parks to facilitate alternative forms of transport
Cycling Facilities are being provided in accordance with Local Area Bike Plan
It is anticipated that there will be an increase in the kilometres of cycleways required
Increased provision of cycle ways and/or combined pedestrian paths across the LGA
Legislative requirements There are changes in NSW Roads and Maritime Services technical directions and disability accessibility standards
Higher standards for improved safety and amenity
Higher levels of service will require consideration of funding arrangements to ensure that service standards are met
Growth in car ownership Census data shows that there is a growth in the number of cars per residence
It is anticipated that the ownership of cars will continue to increase
If current car ownership is maintained and the population rises, there will be a greater demand for roads services
Commercial/industrial impacts Movement in and out of the City via the main arterial roads and highways is currently at capacity, reducing the ability for
This will increase over the next 10 years
The congestion will increase and therefore the roads will have higher utilisation and deteriorate faster. There is also the potential for the loss of jobs through
Demand forecast and management
7
Demand Factor Present Position Projection Impact on Services/Assets
customers and employees to reach their destination
employers relocating
Demand forecast and management
8
Council utilises the Institute of Public Works Engineering Australia model, as defined in the Asset Management Strategy, to estimate demand for new roads and associated assets. One of the main inputs to model is population data. The model predicts that over the next 10 years (2016-2025), Council will be required to build approximately 30 kilometres of new road, 36 kilometres of new footpath and 60 kilometres of new kerb and gutter. This will also generate a need for new street signs, bus stops, street lights and lanterns. Renewals are dealt with later in this document in more detail.
Council will address the increasing demand for roads, and develop strategies to manage it, in the following four ways by:
• by modelling and analysing traffic in its Local Government Area • by modelling and analysing utilisation in its Local Government
Area • by modelling and analysing traffic in partnership with Camden
Council, focusing on the combination of areas and demand factors
• by participating in State Government strategies.
(Asphalt Resheeting at George Street, Campbelltown)
Demand forecast and management
9
With new development comes increased traffic on the roads in and around the city. This is particularly important, as there is a need to retain quality traffic access to the city centres to maintain their commercial competitiveness. There is also a need to expedite bus movements through the centre and facilitate traffic circulation within the centre. To mitigate the traffic issues, Council builds approximately $200,000 worth of cycleways a year, and supports all reasonable requests for bus priority works in an attempt to reduce the use of private cars.
In addition to the works identified above, and in order to examine these issues, Council is developing a traffic model that will allow future traffic demands to be quantified and implications of possible improvement options to be assessed. Another model will allow separate overall arterial/sub-arterial and town centre road system development strategies to be prepared.
More specifically, Council will develop: • a Campbelltown road traffic model suitable for the prediction of
area wide traffic forecasts • a Campbelltown town centre road traffic model, and • an Ingleburn town centre road traffic model.
Once developed, Council will use the Campbelltown road traffic model to establish a 10 to 20 year road network development strategy to cover residential, collector and regional arterial roads. The Campbelltown and Ingleburn town centre road traffic models will be used to assess the effects of expected development and develop a town centre traffic management strategy.
(New Cycleway at Airds Road, Leumeah)
Demand forecast and management
10
Council worked in partnership with Camden Council and the NSW State Government to develop the Campbelltown and Camden Councils Integrated Transport Strategy Final Report, which was finalised in September 2006. The strategy was aimed at:
• bringing together the various existing transport studies and strategies affecting the region into one comprehensive strategy document
• outlining the costs and benefits of the various transport priorities identified for the region
• providing both Councils with information and facts to support actions to implement and lobby for transport improvements, and
• outlining an implementation strategy for transport improvements, including costings, timing and responsibilities.
The strategy identifies five key areas: Land Use, Road Network, Parking, Public Transport, and Walking and Cycling, and contains a number of individual actions under each of the areas, including an appropriate implementation plan for each action. A number of the actions are already in progress through Council's normal planning processes for new release areas, or are part of existing transport reviews such as the bus services review recently completed and implemented by Transport for NSW. Other actions that will commence shortly include:
• a review of the footpath strategies • increased funding for cycleway linkages • an increase in Council involvement in the bus services review
by Transport for NSW • an increase in Council involvement in the Transport NSW
commuter parking strategy • an increase in lobbying activities for improvements to the road
network for all forms of transport, rail services, commuter parking and expansion of bus services to keep in step with resident demands.
Council recently endorsed the Campbelltown Local Government Area Bicycle Plan and the Pedestrian Access and Mobility Plan. These plans act as a guide to ensuring crucial linkages and access are provided throughout the City. The plans will ensure that future development takes into account access and alternate forms of transport at the concept stage of any development, and appropriate land is set aside within the developments to adequately provide for these plans.
Currents status of assets
11
Road and car park pavements or structure
The pavement is the structural component of the roadway, and is comprised of the base and sub base layers. The pavement layers are constructed from natural gravels, fine crushed rock, hot mix, or concrete, and are designed to adequately distribute the surface loads from vehicles to the weaker natural material at the sub grade level.
Road and car park surfaces
The surface is the interface between the road vehicle and the pavement. The purpose of this asset group is to provide a safe, preferably all-weather, wear-resistant surface that improves the coefficient of friction between the vehicles and the roadway. The surface layer inhibits water infiltration into the pavement thus retaining the pavement’s structural integrity.
Kerb and gutters
Kerb and gutters provide a defined edge to a road for traffic management purposes and for the conveyance of stormwater to underground pipe systems.
Footpaths and cycleways
Footpaths and cycleways are paths designated for the use of pedestrians and bicycles.
Bridges and culverts
Road bridges are those sections of a road that have abutments. Foot bridges form a separate asset sub-class.
Road Furniture Road furniture is comprised of signs, crash fencing, litter bins and public seating. Road Structures Road structures include roundabouts, bus shelters, retaining walls, and raised crossings, amongst others. A summary of the assets owned and their replacement cost as shown in the following Table 3.
Table 3 Asset Owned and their Replacement Cost
Asset Category Sub Category Quantity Total replacement
cost
Roads
Formation 6,209,410m2 $22,810,268
Pavement Base with Subbase
2,387,096m2 $91,693,676
Pavement without Subbase 3,821,598m2 $113,158,078
Surfacing 6,208,315m2 $89,884,877
Car parks
Formation 410,383m2 $2,135,748
Pavements 410,383m2 $10,111,641
Surfacing 391,534m2 $6,872,016
Footpaths and cycleways
Footpaths and cycle ways 434.58km $49,284,629
Kerb and gutter and traffic island
Kerb and gutter 1,263.63km $244,523,702
Road intersections - islands 537 $3,016,389
Currents status of assets
12
Asset Category Sub Category Quantity Total replacement
cost
Roundabouts and other devices
850 $15,418,899
Bridges and culverts
Road Bridges 32 $46,973,124
Pedestrian Bridges 35 $5,342,171
Major Culverts Under Roads 122 $22,115,195
Major Culverts Not Under Roads
4 $687,711
Traffic management devices
Raised/Wombat Crossing 256 $1,550,084
Local Area Traffic Management
232 $432,317
Road furniture
Signs 17363 $7,060,300
Street Litter Bins 249 $261,450
Bin Enclosures (120L & 240L)
80 $155,808
Concrete Street Benches 33 $31,615
Aluminium Street Benches 53 $65,720
Crash barrier fencing 19.42km $7,466,990
Trolley Coral 4 $8,997
Footpath Baulks 60 $80,000
Other infrastructure
Bus shelters 220 $7,030,233
Road Related Retaining Walls
5,742 m2 $1,783,978
Total $749,955,616
Condition rating for road is based on the Pavement Condition Index (PCI) is detailed in Table 4 below:
Table 4 Road condition, measured by Pavement Condition Index-(PCI), ranging from 0 to 10 as below
PCI rating Condition
0 to 2.5 Very poor
2.5 to 4 Poor
4.0 to 5.5 Average
5.5 to 8 Good
8 to 10 Excellent
Currents status of assets
13
The following Figure 1 demonstrates the condition distribution of the
assets of Road Pavement and Road Surfacing.
Figure 1 Condition Distribution for Roads Network
Condition ratings and descriptions for infrastructure assets other than roads are detailed in the table below:
Table 5 Condition rating and its description for infrastructure assets other than road
Condition Rating
Condition Description Life Consumed
(%)
0 New or recently rehabilitated asset 0-10
1 Very Good: Near new condition. No defects
>10 -30
2 Good: Sound condition. Minor maintenance required
>30 to 55
Condition Rating
Condition Description Life Consumed
(%)
3 Average: Some deterioration. Significant maintenance required
>55 to 75
4 Poor: Severe deterioration. Significant renewal of rehabilitation required
>75 to 90
5 Very Poor: Asset unserviceable. Beyond rehabilitation. Renewal required
>90 to 100
The following Figure 1 shows the condition distribution of Road
Bridges, Pedestrian Bridges & Major Culverts.
Figure 2 Condition Distribution for Bridges & Major Culverts
Currents status of assets
14
The following Figure 1 shows the condition distribution of Road
Bridges, Pedestrian Bridges & Major Culverts.
Figure 3 Condition Distribution for other Road Assets
In 2002-2003, Council decided to upgrade and maintain its whole road network at an average network Pavement Condition Index (PCI) level of 6.75. In addition to this, Council also decided to maintain its road network on different PCI levels based on road hierarchies and urban classes as below.
Table 6 Condition rating and its description for infrastructure assets other than road
Road Class
Hierarchy Urban Class
Acceptable PCI
Class 6 Regional Road Urban 7.0
Class 6 Regional Road Rural 6.5
Class 7 Collector Road Urban 6.75
Class 7 Collector Road Rural 6.5
Class 8 Residential Street Urban 6.5
Class 8 Residential Street Rural 6
Class 9 Cul-de-sac Urban 6.5
Class 9 Cul-de-sac Rural 6
Critical Road Infrastructure Assets Critical assets have been identified by applying a risk scoring system
to assets in each asset category. The following Road Infrastructure
assets are listed as critical assets:
Gilchrist Drive Road Bridge over Railway
Henderson Road Bridge over Railway
Rose Payten Drive Road Bridge over Railway
Blaxland Road Pavement
Williamson Road Pavement
Ben Lomond Road Pavement
Camden Road Major Culvert
Operations and maintenance
15
Council has an extensive program of operations and maintenance of its assets. This includes actions such as heavy/minor patching of the road network. Generally, operations and maintenance activities are carried out by qualified Council staff. Where this is not possible, contractors are employed to undertake other relevant activities, especially those that are related to compliance with Australian Standards or legislative requirements.
These figures do not include renewal costs detailed in Schedule 7 of the Financial Statements. Table 9 below provides an indication of the expenditure.
The following maintenance work functions are used to manage assets at Council: Programed
maintenance
Maintenance that occurs on an annual cycle that is planned to bring the asset back to its intended level of service, or
Operational
maintenance
Maintenance that addresses Legislative or
Australian Standards requirements.
Reactive
maintenance
Maintenance that is unplanned due to unforeseen
changes to the assets intended level of service.
Road network
Council spent approximately $5.8m on road maintenance activities in 2014 - 2015. The typical maintenance activities carried out are listed in Table 4.
Generally, maintenance activities are guided by the following principles:
the network is maintained to deliver the desired levels of service
assessing whether minor maintenance is required if road pavements are due for rehabilitation
ensuring that all defects in the road are rectified before the road is re-sealed.
Road maintenance activities are carried out by qualified Council staff. If a section of road requires more than minor maintenance works, then the road is listed on the future renewal program.
Table 7 Typical maintenance activities for road assets
Asset Group Asset Management
Roads and car parks Pothole patching, heavy patching, crack sealing and rejuvenation/micro sealing
Kerb and gutter Reactive maintenance where urgent
Footpaths and cycleways
Asphalt levelling and footpath grinding
Bridges and culverts Concrete repair work, timber repair work, painting work and devegetation at waterways
Operations and maintenance
16
Council has drafted key performance measures for road operations and maintenance activities as listed below in Table 8.
Table 8 Performance measures for road assets operations and maintenance activities
Key Performance Measure
Level of Service Performance Measure Process Performance Target 2014-2015 Performance
Cost effectiveness of maintenance
Proactive maintenance Percentage of maintenance completed by proactive repairs
>75% programed maintenance works
80%
Provide road maintenance services in a cost effective manner
Maintenance cost $/km No increase in $/km Pending
Footpaths: Provide construction and maintenance of footpaths in a cost effective manner
Scheduled works completed within budgets
100% within Budget 98% within budget
Undertaking road maintenance work is a difficult activity. Some of the operational challenges faced when attempting to undertake this work includes:
• carrying out rehabilitation/reconstruction works while minimising traffic delays
• identifying critical timeframes to plan work • managing public expectation • sustaining natural products in construction works by recycling
all materials, soils, aggregates and vegetation • reducing erosion and protecting waterway systems • minimising noise and restricted working hours • resourcing skilled staff • ensuring adequate and appropriate training • ensuring quality standards are met
• operating with the least amount of disruption.
Hand in hand with maintenance activities comes the inspection program that Council undertakes. Council has extensive procedures in place to undertake condition assessment of roads and other assets, and Council has developed a Condition Inspection Handbook which contains the procedures used for asset management inspection activities.
Operations and maintenance
17
Council describes renewals as expenditure on assets that returns them to their original state or as close to it as possible. Capital works are defined as activities that enhance the function of an asset or materially extend the life of an asset beyond its original designed life. More information on capital works can be found in the Long Term Financial Plan and the Operational Plan.
Council undertakes extensive modelling using data captured by rigorous inspection programs to project the renewal of assets.
Road network
Road asset renewals are identified and prioritised in a cost effective manner based on a comparison of the costs and benefits of alternatives. This prioritisation is performed using the Pavement Management System. Renewal is undertaken using ‘low-cost’ renewal methods where practical. The aim of ‘low-cost’ renewals is to restore the service potential or future economic benefits of the asset by renewing the assets at a cost less than replacement cost.
There are a number of projects that Council will consider to revitalise our business centres. This will include refurbishment of paving and increased parking in the Campbelltown Central Business District. This will contribute to improved amenity and encouraging new investment.
Renewal methods
Road pavements: Council’s common practice for the renewal of urban sealed road pavements is by recycling of the pavement base (top part) material. This is the most cost effective renewal method as the estimated cost of recycling of the pavement base is less than the cost to replace (reconstruction) the existing pavement base material. The value of the modern equivalent asset for the pavement base asset is
based on recycling of the existing base materials with addition of stabilising binder material. Pavement surfacing: The most common method is to resurface the existing asset on a specified frequency. Council recently applied micro surfacing treatment on many local roads.
Table 9 Typical maintenance activities for road assets
Asset Group Asset Management
Roads and car parks
Spray sealing, rejuvenation/micro sealing, micro surfacing, pavement stabilisation and asphalt overlay
Kerb and gutter
Kerb and gutter reconstruction
Footpaths and cycleways
Footpath reconstruction program
Bridges and culverts
Bridge deck wearing surface renewal work, safety barrier upgrading work and timber replacement work
Bringing old assets back to life…asset renewals
18
The predicted renewal rates are determined by models. The predicted renewal rate for road assets can be found inError! Reference source not found.
Figure 4 Predicted required renewal expenditure for road assets
New Works
19
The program of new works is generated by a number of means, including new development in and around the Local Government Area. Council is currently developing a strategic capital works program that will provide a framework for a more structured approach to the need for capital works. The Long Term Financial Plan and the 2016-2017 Operational Plan and Budget provide details of Council’s capital expenditure. Road network The creation of new road assets is affected in several ways:
assets being vested in Council through subdivision/developments
construction of new roads
installation of traffic management devices and street furniture etc. on existing streets to address identified needs
where new Council-owned bus shelters are constructed, action is taken to ensure that they are Disability Discrimination Act 1992 compliant.
The model developed by the Institute of Public Works Engineering Australia (IPWEA) is used by Council to predict the demand for new road assets. Figures 5 and 6 show the forecast demand for new road assets up until 2021. The assumptions the Institute of Public Works Engineering Australia model uses are:
a new house has a street frontage of 12 to 15 metres
location of houses on the road (one or both sides)
a new road will have 1.2 metres of footpath associated with it
stormwater drains are on one side of a road
the spacing between river culverts is 5000 metres
the length of a river culvert is 10 metres
there are five new signs for every new kilometre of road
the length of new kerb and channel is once/twice that of the length of new road built
there is one catchpit every 32 metres of road
there is one street light every 55 metres of road
there is one bus stop every 1000 metres of road
the average persons per household will be three
there is a linear average annual growth increase and population figures are based on the projections based on census data
the cost of new assets is based on the unit rate of the current replacement cost.
New works
20
Figure 5 Projected demand for new roads, footpaths and kerb and gutter (km) (IPWEA modelling)
Figure 6 Projected demand for new street signs, lights and bus stops (IPWEA modelling)
As indicated earlier, Council has worked in conjunction with Camden Council and the State Government on the Campbelltown and Camden Councils Integrated Transport Strategy Final Report. This report provides a regional perspective to transport issues and provides Council with information to support actions to implement and lobby for transport improvements. It also outlines an implementation strategy for transport improvements, including costings, timing and responsibilities, among other more regionally focused issues
New works
21
Other issues that are particularly relevant to Council and the community include:
Badgally Road link to Campbelltown CBD and railway station (Over Bridge)
Raby Road intersection upgrades
Badgally Road Upgrade
Eagle Vale Drive upgrade
Narellan/Kellicar Road upgrade
Spring Farm Parkway
development of a support road and traffic management network for the Campbelltown CBD
M31 capacity and future ramps at Menangle Park and Badgally Road, Campbelltown
alternative/upgrades to University of Western Sydney access
redevelopment of housing estates - community and recreation facilities
Narellan Road upgrade
development of Macarthur Bus/Rail Interchange
future commuter parking provision at Campbelltown, Leumeah, Minto, Ingleburn, Macarthur railway.
Investigations are being continued for the following projects:
Moore Oxley Bypass/Queen Street intersection improvement - dual right turn lane into Queen Street
Minto to Ingleburn industrial link road
Cambridge Avenue high level bridge
Wedderburn Bridge Upgrade
Duplication of Raby Road Bridge over M31.
Asset disposal
22
A detailed procedure on asset disposal has been prepared by Council in line with the statutory requirements. This document is currently being reviewed to ensure that it is contemporary. It is the responsibility of all staff who are involved in the disposal of assets to ensure that the process is performed in a transparent and accountable way.
A decision to dispose of an asset may be based on the following:
asset is no longer required
asset is unserviceable or beyond economic repair
asset is obsolete or operationally inefficient
asset does not comply with Council’s Work Health Safety standards
there is no use expected for the asset in the foreseeable future
optimum time to maximise return or part of the asset replacement program
discovery of hazardous chemicals contained within the asset
costs associated with the retaining of the asset (eg, storage, insurance, security and management) outweigh the benefits of retaining the asset.
Council has an extensive approval process in place prior to any asset being disposed of. Significant assets will not be disposed of without the approval of elected members.
(Disposal of old pavement material at Mercedes Road, Ingleburn
Ten year financial forecasts
23
The Long Term Financial Plan provides scenarios for meeting the funding requirements for operation, maintenance and renewal of assets. The scenarios have been informed by the complex models that are generated from the Asset Management System used by Council. The models allow Council to predict the funding requirements over time, based on the levels of service required and the age of the asset.
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